Cooling device for internal-combustion engines



Oct. 15, 1929. I F, J, CREW L FEKJOB COOLING DEVICE FOR INTERNAL COMBUSTION ENGINE Filed April 13, 1926 Patented Oct. 1 5, 1929 PATENT FFICE rnaivcrs a. onn'w, or rowson, MARYLAND COOLING DEVICE; FOR INTERNAL-COMBUSTION ENGmES Application filed April 13,

This invention relates to cooling devices for internal combustion engines, having particular reference to means for controlling the air currents employed as a cooling medium for 5 the motor. 1

The primary object of the invention is to provide means whereby the energy of the motor under operation may be economically and efiectively employed to produce air currents w for direction upon the engine cylinders or other parts, tov maintain the proper tempera-' ture. thereof while in operation.

I A further object of the invention is to utilize energy heretofore wasted for producing this result.

A still furtherobject is to provide means associating with the ordinary fan cooled motor for operating the fan without resort to the belt or gearing mechanism heretofore employed in operating the fan or other air cur rent generating mechanism.

A still further object is to provide means of simplified'nature for governing the degree of air pressure u on the motor, and also to provide means w ereby the motor may be subjected to a current of air while not in operation.

With these. objects in view, together with creasing or decreasing the speed of the fan 1926. Serial No. 101,840.,

maintaining the latter at a proper temperature and to prevent overheating The fan is usually operated from a belt passing over pulleys upon the belt shaft and a rotating element of the motor, and in some instances gear 65 drive is employed between the fan and. an operating part of the motor. Such constructions have frequently caused trouble and inconvenience, and have added to the trouble and expense incident to the proper upkeep of the motor. Furthermore, by the use of such construction, the fan rotates at a speed depending entirely upon the speed of the motor, and no provision has been made for either inwithout correspondingly changing the speed of the motor. Furthermore, a provision of a fan, usually located at either the front or the rear of the motor, causes the current of cooling air to be more intense or efiective at one part of the motor than at another. It is the general object of the present invention to overcome these difl'iculties,

Initially, it is my purpose to eliminate the belt or gearing drive shaft for the operation of the fan, and to cause the latter tobe driven by the compressed air generator by the motor. I have provided simplified means whereby the others which will appear as the descriptiongpressure of the fan operating air may be 30 proceeds, the invention consists in the novel construction, combination and arrangement of parts, all as will be described more fully hereinafter, illustrated in the drawings and particularly pointed out in the claims.

Fig. 1 is a side elevation of a conventional form of internal combustion motor of the fan cooled type, and illustrating as appliedthereto a fan operator constructed in accordance with the invention, 1

Fig. 2 is atop plan view of the device as illustrated in Fig. 1,

Fig. 3 is an enlarged transverse sectional view taken through the air fan or pump,.and

Fig. 4 is a fragmentary side elevation show- [parts of the motor and directed thereupon to ing a slight modification of the invention.

Internal combustion or explosion motors of the type now generally employed usually include a fan operated from the power of the motor to direct the current of the air upon the 50 cylinders or jackets of the motor to assist in and air under pressure generated minutely or accurately controlled, so that the speed of the cooling fan may be similarly'reg ulated. This controlling means may be operated so as to discontinue rotation of the fan altogether, should it be so required in first starting the motor in cold weather; Furthermore, provision may be made for the storage of air under pressure in suitable quantities, to be directed upon the fan at such times as may be required when thejmotor is not in operation. It is further contemplated that the cooling fan may be entirely dispensed with y the means 1 hereafter described may be lead to various produce an even cooling efiect upon all parts of the motor. k

In carrying out the invention, the motor indicated at 5 has associated at the forward end thereof the usual cooling fan 6, which, in

p -mi d e t a urrent of air r erwardly 0 and indirect contact to the cylinder jackets of the motor. This motor is provided with the usual exhaust manifold represented at 7 which leads to the mufiler 8 through the pipe 9. The exhaust gases passing through this pipe are employed as a source of power for ing containsa partition 14 separating the exhaust operated fan from the pump, as will be understood. Air drawn intothe housing 10 by rotation of the fan 13 will be forced forwardly through a pipe or conduit 15 which leads forwardly along side the motor to a nozzle 16 disposed tangentially of the ,fan 6 at the forward end of the motor. The extremities of the blades of the fan 6- are deflected to provide impinging surfaces. 17 for the jet of air projected from the nozzle 17. A valve 18 of any suitable type or design is located in'the pipe 15, and its op eration is governed by means of the stem 19 projecting through the dash of the vehicle to a position for convenient manipulation by the operator thereof.

When the motor is in operation, the exhaust gases traveling rapidly through the pipe 9 will operate upon the blades 11 to turn the same, whereupon rotary motion is developed in the shaft 12. This motion drives the fan 13 of the air pump, whereupon an air current is set up in the pipe 15, being projected therefrom at the forward end of the pipe and in such manner as to cause the fan 6 to rotate. The speed of rotation of this fan will be dependent either upon the speed of the motor or the degree of operation of the valve 18, which may be minutely manipulated by the engine operator. Should it be required to operate the motor without the fan, the valve 18 will be closed.

In the modification shown in Fig. 4, the pipe 15 leads to a compressed air. tank or reservoir 20 and the air is-compressed and stored therein for use as desired. A pipe 15' leads from the reservoir or tank to' the fan,

as heretofore explained, and the release of the air through the pipe 15 from the stor* age tank 20 may be governed by operation of.

the valve 18, as will be understood. In this form of the invention, air under proper degree of pressure may at all times be maintained in the tank 20 for release when and in proper degrees desired. I p

It maybe desired to dispense entirely with the cooling fan '6, and in such instance, the pipe 15 may be brought into close proximity to the engine jackets on one or both sides thereof, and air may be lead from the said pipe so, as to be projected in suitable streams upon the sides of the motor jackets.

From the foregoing it is apparent that-I have provided means of extremely simplified and improved construction for obtaining the several objects set forth, and while the" foregoing is a description of the invention in its preferred embodiments, it is nevertheless to be understood that variations in the minor details of construction and assemblage of parts may be resorted to if desired without departing from the spirit of the invention as defined by the claims.

Having thus described my invention, I

sociated with said engine for generating air pressure in said pipe.

3. The combination with an internal combustion'engine having a cooling fan,of a pipe leading to and adapted to direct a current of air upon saidifan to rotate the latter,

and means operated by the exhaust of said engine for generating air pressure in said pipe.

. In testimony whereof I aflix my signature.

FRANCIS J. CREW. 

